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(No Model.) 4 sheets-sheet 2.

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FLUID PRESSURE RAILWAY BRAKE. No. 253,139. Patented Jan. 31,1882.

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(No Model.) 4 Sheets-Sheet 3.

A. WENGER. FLUID PRESSURE RAILWAY BRAKE.

No. 253,139. l Patented Jan. 31,1882.

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4 Sheets-Sheet 4.

(No Model.)

A. WENGER.

FLUID PRESSURE RAILWAY RRAKR.

Patented Jan.' 31,1882.

Nrran Starts ADOLPHE lVENGER,

OF PARIS, FRANCE.

FLUID- PRESSURE RAILWAY-BRAKE.

SPECIFICATION forming part of Letters Patent No. 253,139, dated January 31, 1882.

Application tiled September 28, 1881. (No model. Patented inv France December 28, 1880.

To alt whom it may concern:

Be it known that I, ADoLPI-In WENGER, a citizen of the French Republic, residing in Paris, France, have invented certain Improvements in Apparatus for Working Railway- Brakes by Fluid-Pressure, (the same having been patented to me in France by Letters Patent No. 140,385, dated December 2S, 1880,) of which invention the following` is a specification.

This invention relates to the construction and arrangement of apparatus for working brakes on railway-trains by iiuid pressure, the chief objects aimed at being to render the action of the brakes rapid and certain, to maintain them in action as long as may-,be necessary, to regulate the braking force as desired, and to bring the brakes into action automatically in case of accident to the train or to the apparatus. The pressure employed may he either that of compressed air or the excess of the atmospheric pressure above that of rarefied air. The following description applies in the former case, it being understood, however, that by suitable inversion of valves and other parts the apparatus could be arranged for vacuum action.

For workin g by compressed air the apparatus is arranged as follows: An engine-pump on the locomotive compresses air in a reservoir. From this reservoir, in which, for the sake of compactness, the pressure may be very high, a pipe leads the air at reduced but still considerable pressure throughout the train, the reduction of pressure being' effected by a reducing-valve worked by a difieren tial piston, on the smaller area of which the reservoirpressure acts, tending to open the valve, while the pressure in the train-pipe acts on the larger area, tending to close the valve. From the first train-pipe thus supplied a branch communicates, through another reducing or regulating valve, with a lsecond train-pipe, this regulating-valve having a piston connected to a spring, the tension of which is adjustable by a hand-screw, so that any desired reduction of pressure may be effected and maintained in the air supplying the second train-pipe. llhe two train-pipes, as they pass under each carriage of the train, cross each other, so that at each end of the carriage one of the pipes always presents itself to the same hand, and thus no mistake can occur in coupling each length to the next. The first or higher pressure-pipe is continued g throughout the train without stop-cocks or other interruptions, its end at the last carriage being closed by a blank half-coupling. The second or lower pressurepipe has a stop-cook at each end of every carriage, which stop-cock is kept opened while the train is made up, but can be closed when the carriages are to be separated. On each carriage are fixed two brake-cylinders, one for each pair of wheels, or-one double cylinder. The brake-piston is in each case of differential area, its one side having a truuk by which it is linked to the brake-levers. This trunk has a shoulder, which, when the piston is at the extreme of its outstroke, seats on packing as a valve, preventing leakage. The outer end of the cylinder (which extends some distance beyond the piston at its extreme stroke) communicates by a branch pipe and check-valve with the higher-pressure train-pipe, and the inner end of the cylinder communicates bya branch pipe and valve-box with the lower-pressure train-pipe, the latter valve-box having a valve governing an outlet-passage. This valve is worked by a pistousubject to the pressure in the branch pipe, and the piston is made with a small hole or groove, or it may be a small spring-valve, allowing passage of air enough to maintain equal pressure on both sides of the piston under ordinary circumstances, but not enough, when the pressure in the second train-pipe is suddenly reduced, either voluntarily or in consequence of accident, for the purpose of putting on the brakes, in which case the piston is moved so as to open the outlet-valve, permitting the air lto escape directly from the inner end of each brake-cylinder, the air inthe outer end of the cylinder being in each case retained by the check-valve. Thelever worked by each brakepiston'projects from a rocking shaft, which has short arms carrying the brake-blocks for the vone side of each pair of wheels, and other arms linked to a similar rocking shaft carrying the brake-blocks for the other side, so that when the brake-piston moves inward both sets of blocks arepressed against the wheels, clamping them between them, and when the piston IOO moves outward the bloeks'arc released. As the blocks are poised on the arms which carry them, springs are provided in these arms to keep thel upper ends ot' the blocks from touch` ing the wheels when the brakes are oit'.

The action ot" the apparatus is as follows: As long as the pressures in the two train-pipes are such thatthe lower pressure, acting on the full area. on the inner side oteach brake-piston, balances, or nearly so, the higher pressure, actingon the smalleran nular area on its outer side, the brakes are held oft' by weights or springs; but ,when the pressure in the second train-pipe is reduced so that the brake-pistons arc subjected to greater outside pressure, these move in, putting on the brakes with a l'orce depending on the difference ot' pressure in the two pipes, which difference can be varied at will by means ofthe regulating-valve on the locomotive, the braking torce being thus under complete control. 1n the event ofl'racture or separation ofthe second train-pipe,the pressure in it heilig' thus reduced, the brakes become automatically applied; and should the iii-st trainpipe be opened by the saineaccident, the es` cape ot' air from it does not interfere with the action ofthe brakes, as the check-valves prevent escape from the outer ends ot' the brakeeylinders. The outlet-valves in the branches leading' to the inner ends of the brake-cylinders insure rapidity of action in putting on the brakes, as they permit direct escape ol" air vfrom each cylinder when the pressure in the second trainpipe is lowered, and thus no time is lost, such as would be occupied if the issuing air had to traverse a considerable length of pipe before escaping. It is ot' advantage to provide stop cocks in the branches from the train-pipes to the brake-cylindersandtheir valves, so that in caseot' any of these being deranged they can be excluded from the system.

n the accompanying drawings, Figure 1 is a side view, and Fig. 2 a plan, showing the arrangement on a locomotive ot' the enginepump I,the high-pressure reservoir t, charged with air compressed by the pump P, and communicating by the pipe A with the reducingvalve1),and thence by a brauch furnished with astop-cock, r, with the high-pressure pipe A extending along the train. A branch from A, at'ter passing the reducing-valve D, leads through the second reducing or regulating valve, C, to the second train-pipe, B', which is also provided with a stop-cock, i", and with another, r2, used when the locomotive is separated from the train.

Fig. 3 is a side view, Fig. 4 an end view, and Fig. 5 an inverted plan, showing the arrangement ot' the pipes and brakegea-r on each brake-carriage. The pipes Aand B are crossed, so that each presents itself to the same hand at each end ofthe vehicle. rlhe pipe B has at each end a stopcock, r2, which is kept open while the train is made up, but may be closed when the vehicles are to be separated.

The brake-cylinder F (shown on an enlarged scale in one form by the longitudinal section, Fig. 6, and in a modiiied form at Fier. 7) has two pistons, K K, and side ports, a2 a2, for admitting air under pressure to put on the brakes, and a port, b2, for pressure to 'take them off. \Vhen the pistons are at the extreme ot' their outstroke, packings e in the one case andj2 in the other case prevent leakage around their rods or trunks.

The cup-leather jf of Fig. 7 is shown to an enlarged scale at Fig. 8, embraced by a caoutchouc ring, k', to press it tightly against the trunk ot' the piston. In the construction shown in Fig. (i small pistons l are employed, instead of trunks working through stu'liingboxes.

Fig. 9 shows a similar singleacting cylinder with one piston. \Vhen the rod L, connecting1 the piston with the brake-levers, extends into the -piston, and is jointed thereto to give freedom otl lateral movement, it may be coilnccted as shown at Fig. 10, the rod L being jointed to the piston by a pin at o', and the hole for the pin being closed by a screw, o', with a packing-washer,ji. Each brake-cylin- .der F may be disconnected from the trailipi pes A and B by closing stop-cocks r3 r4 iu the coml'nunieating branches a b.

Fig. 1l is a vertical section of the reducingvalve l). Itis fitted with two pistons, p and p, of' different areas, having their common rod M connected to the valve S. The branch c communicates with the high-pressure reservoir It, and the branch c with the train-pipeAand regulator-valve G. The pressure in the latter is reduced in proportion as the area of the pi'ston p exceeds that ot'p.

Figs. l2 and 13 are sections ofthe regulatorvalve C, shown in two different positions. The cylindrical body of the valve-box is divided by partitions into four compartments, tl d LZ2 d3, and through packings in these partitions works a plunger, I, connected by a rod, e, passing through a boss, g', to a head, i', within a helical spring, g, which can be extended or compressed by a hand-screw, 1', working in a nut, h, attached to the spi-ine'. The compartment d communicates with the train-pipe A, the two compartments d and d. comm unicate with the train-pipe B, and dl communicates with an escape-aperture, Z. The left end ofthe plunger I is thus always subject to the pressure in A, and the right end to the pressure in B. If no force be exerted by the screw the piston I will be pressed toward the right, admitting air l'rom A to B till'the pressures, including that ot' spring g, come to equilibrium. It' by means ofthe screw t' the plunger be drawn t0- ward the let't, as shown in Fig. 13, air will escape from B through (l2 and Z until the pressure in B is so 'far reduced that the superior pressure in A overcomes the tension ot' the spring g. Thus there is always maintained in the train-pipe B a pressure less than that in A by the amount that is due to the tension of the spring g, as determined by the driver work- IOO IIO

ing the hand-screw t', the braking force throughout the train being thus adjusted as required by the driver. Should the pipe B give way, the brakes are put on by the superior pressure in the parts of the brake-cylinders communicating with A. Should the pipe A give way, then the piston I ot the regulator-valve will move to the left, as shown in Fig. 13, and the pipe B will become discharged through the aperture Z, having the same effect of putting on the brakes by the reduction of pressure between the pistons ot' the brake-cylinders.

Fig. 14 shows a modified construction ofthe regulator-valve, in which a slide, Z, is used to govern ports leading respectively to B and Z, the slide-case being in communication with A, so that the pressure in A acts on the under side of a piston, I, attached to the slide, while the pressure in B, communicated through a passage, 7c, acts on the upper side of I, which is subject to the force of the spring g, adjusted by the screw i and handle m. rlhe brake-cylinder F is connected to the pipes A and B through two interposed val ve-boxes, Gand G', as shown in the transverse section, Fig. 15. The check-valve box G is shown by two sections at right angles to each other at Figs. 16 and 17. It is divided by a partition having through it a hole, 0, covered by a valve, n. 'Under the valve the box communicates by the branch a with the train-pipe A, and above the valve it communicates by a branch, a', with the ports a2 a2 of the brake-cylinder F. rlhus compressed air can pass from A to F, but the valve a closes against its return. p is astopcock forblowing outmoisture.

The escape-valve box G', Fig. 15, is shown in vertical section at Fig. 1S. It contains a piston, t, having its rod p attached to the escape-valve q, and having small holes r at its lower end. While the valve q is seated air can pass from the trainpipe B through the holes r to the port b2 of the brake-cylinder F. When, by reduction of pressure in the trainpipe B, the pressure communicated from the brake-cylinder forces the piston t upward, the holes 1' are closed, but the valve q is opened, allowing immediate escape from the middle of the brake-cylinder, so that the brakes areput on.

The arrangement of the brakes themselves is shown in Figs. 3 and 4. Each brake-block S has two side cheeks, a', inclosing the suspending-rod b2, which is jointed at c to the under frame of the vehicle and at 0 to the brake-block. If the brake-blocks could turn freely on the pinso ,they might,when the brakes are off, touch the wheels. To prevent this the joints at o are stiffened, as shown bythe section to an enlarged scale at Fig. 19, stiffsprin gs d being inserted in holes of the hangers b2, to bear hard against the cheeks a of the brake-blocks. Thus constructed, the brake-blocks do not turn on their axes when they move away from the wheels, but on the axes or points ot' suspension of the rods b2. It is of advantage to provide,

as shown in Fig. 15, a pipe, t', connecting the train -pipes A and B with a stop-cock, r6, by opening which and closing r3 the one pipe B may be used alone. When the tra'n is made up all the stop-cocks in the several lengths of pipe B are open. ln separating a train, so as to introduce other cars before uncoupling the lengths of B, the stap-cocks next to the point of separation should be closed, in order to maintain the pressure in the pipe, and not opened until the pipes are coupled, as, if some ot' the stop-cocks should negligently be leftclosed, the brakes behind them would be inoperative. The proper condition of the cocks, when the train is made up, should thus be tested.

The operation of my system ot' brakes is as follows: The air in the, pipes A and B heilig Linder high and low pressures, respectively, as before described, the engine-driver, when he wishes to apply the brakes, turns the screw yi of the^valve in such direction as to distend the spring gand connect the pipe B with the outlet Z, whereupon more or less of the air iu B escapes, reducingthe pressure therein and in the cylinders F between the two pistons K K sufficiently that it can no longer resist the pressure of the air from the pipe A on the smaller area of the opposite sides of the pistons, whereupon the two pistons are forced toward each other, and the brakes are thus applied. The force with which the brakes are applied is determined by the extent to which the driver has opened the valve C and the time he has left it open. lhe instant the pressure between the pistons falls sufficiently the valve g in the casing G opens and permits the remaining air to escape, thus causing the brakes to be quickly applied. /Vhen the brakes are to be taken off, the driver turns the screw t' of the valve C in the opposite direction, and thereby admits compressed air from the pipe A into the pipe B until the pressure in the latter becomes suflicient to force the pistons K K apart and throw off the brakes.

Having thus described the nature of this invention and in what manner the same is to be performed, what I claim as new, and desire to secure by Letters Patent, is as follows:

1. A railway-car provided with a cylinder, a differential piston therein, a pipe communieating with said cylinder on the side of said piston of least area, another pipe communieating with said cylinder on the side of said piston ot1 greatest area, the said pipes extending from end to end of the car, and connections between said piston and the brake-shoes, combined substantially as set forth,whereby, when the pressure against the side of the piston of greatest area exceeds by more than the dierence of area the pressure on the opposite side, it moves the piston and applies the brakes.

2. The combination, with a railway-car and its brakes, of a brake-applying mechanism consistin g of a cylinder, a ditferential piston therein, a pipe extending from end to end of the car, a connection between said pipe and the cylinder on the side of the piston of greatest area,

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a branch from said pipe connecting with said cylinder on the side ofthe piston of least area, and a check-valve in said p ipe, substantially as set forth. 1

3. A locomotive provided with au air-compressing pump, a reservoir arranged to receive the compressed air therefrom, a pipe leading.,r from said reservoir extending to the rear of the locomotive and provided with a coupling` at its end, and a reducing-valve in said pipe, consisting of a differential piston controlling a cnt-off valve, combined and arranged substantially as set forth, whereby a high pressure in the reses voir generates a proportionately less pressure ill the pipe beyond thel valve.

4. The com bin ation of a so urcc of compressed air on the locomotive, an air-pipe leading,l thence through the train and communicating with cylinders on the cars, the sa-id cylinders, differ-v ential pistons therein, and a second pipe, connected also to said cylinders on the opposite side of said pistons,extending to the locomotive, and there connected with a source of compressed air through the medium of a valve under the control of the engineer, whereby the latter may control the pressure in the said second pipe, substantially as set forth.

5. The combination of cylinder F, differential piston K, pipes A and B, and escape-valve Gr, substantially as setforth.

6. The escape-valve G', consisting ofthe casing, the plunger t therein, holes 1 r in said plunger, and valve q,operated thereby, in combination with pipe B and cylinder F, substantially as set forth.

7. The combination of the differential piston K, provided with au axial rod or plunger, withacylinder,F,havingastuting-boxthrough which the said rod or plunger passes out, and a washer of packing substance arranged inside the cylinder, around said rod or plunger,where it enters said stuingbox, whereby, when the brakes are otf and lsaid piston is forced toward the washer and a shoulder on the piston compresses said washer, the latter supplements the stufng-box and more efectually prevents the escape ot' air, substantially as set forth.

8. The combination of the car-wheels, brakeapplying mechanism, hanger b2, brake-shoe S, having cheeks a a,embracing said hanger, pin o,jointing said shoe to said hanger, and springs d', inserted in sockets in thc hanger and bearing against thc cheeks of the shoe, substantially as set forth.

In witness whereof I have hereunto signed my naine in the presence of two subscribing witnesses.

AD. WENGER.

Witnesses z ARMENGAUD, Jeune, RoB'r. M. Hoornn. 

